Signaling apparatus



March 10, 1931.

4 mm, R mm i a. N hm R km wm w m um QR mm 6% I T mm 1% m Wm QM. m I mm m WM A a w Sm a 7 L [I I N 1 N r \QQ E N N fi w Nfi m UNw Patented Mar. 10, 1931 TENT OFFICE" DANIEL W. RICHARDS, F ROANOKE, VIRGINIA, ASSIGNOB TO THE UNION SVJIT CI-I &

SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CGRPORATION OF PENN- SYLVANIA SIGNALING APPARATUS Application filed December 4, 192-9. Serial Il'o. 411,480.

My invention relates io'signaling apparatus, and particularly to apparatus of the type comprising a highway crossing signal located'adjacent the intersection of a railway no and a highway and controlled by trafic conditions in the adjacent stretch of track.-

I will describe one form of signaling apparatus embodying my invention, and will then point out thenovel features thereof in claims.

1 The single figure of the accompanying drawing is a diagrammatic view illustrating one form of signaling apparatus embodying my invention.

Referring to the drawing, the reference characters 1 and 1 designate the rails of a railway track which is intersected by a highway H protected by a signal S and which track is divided into a plurality .of sections AB, BC, CD and DE,.by means of insulated joints 2. A track switch F connects the section A-B with a spur track or siding Y and a second jtr3 Ck SWltCl1 F connects the section CD with a spur track or siding Y Circuit controllers f and f are oper- 2 atively connected with the switches F and F respectively, andcontrol certain apparatus hereinafter to, be described.

The sections A-B, BC,C'-D and D-E are provided with track circuits which are 3 supplied with current from the secondary windings 73 of track transformers T T T and T, and which secondary, windings are each electrically connected across the railsl and 1 adjacent one end of the associated section through an impedance 4. The primaries 5 of the track transformers are connected with a common source of electric energy, such as line wires, not shown. The track circuits of the several sections also include the windings of trackrelaysR R R and R which are connected across the rails land 1 adjacent the other ends of the sec tions. A slow-releasing relay K is associated with and controlled in part by the track relays R and R and a s1m1lar relay K is associated with and controlled in part by the track relays-R and R The system also includes a plurality of stick relays P P, P and P, which are controlled as will hereinafter be described.

"energized and opens its front contact 11.

Under normal operating conditions, that is to say, when the sections AB, B'-C, GD and D--E are unoccupied, the track relays R R R anolR are all energized by their respective track circuits, thereby maintaining the slow-releasing relays K and K energized by current from a suitable source, such as the secondary 6 of a line transformer G. The circuit for relay K is from transformer G, through wires 7 and 8, frontcontact 9 of track relay R wires 10 and 10 front contactll of track relay R wire 12, winding of slow-releasing relay K and wires 13, 13 and 14back to transformer G. The circuit for relay K is from transformerG, through wires 7 and 15, front contact 16 of track relay R wires '17 and 17 front contact 18 of track relay R wire 19, Winding of slow-releasing relay K and wires 20, 13" and 14 back to transformer G. Under these conditions, stick relays P P P and P are all ole-energized, and the circuits through the crossing signal S are open.

If, however, a train travelling from west to cast, that is to say, from left to right, with respect to the'drawing, enters the section A-B, the track circuit in this section is shunted thereby, thus de-energizing the track relay R in a well known manner. This opens the circuit previously traced for slowreleasing relay K andthis relay becomes de-energized. The de-energization of the relay K establishes a circuit from transformer .G through wires 7, 21, and 22, back contact 23 of slow-releasing relay K wire 24, back contact 25 of stick relay P wire 26, actuating mechanism of signal .S, and wire 14 back to transformer G. The current in this circuit operates the signal S, which may be a bell, light, or other suitable crossing sig nal, and will warn those in the proximity of the crossing H of the approach of a train.

" The operation of the signal S commences as soonas the train enters the section AB and continues as it enters and proceeds through the section ]3G in the following I manner. As soon'as the train enters section BC, the track relay R is immediately dpt will be noted at this po nt that the circuit for relay K includes both the front contacts 9 and 11 of the track relays R and R and therefore the opening of this circuit through the contact 11 maintains the relay K de-energized notwithstanding the closing of front contact 9 of relay upon the exit of the train from the section [Ah-13. The signal circuit previously traced through the con tacts 23 and 25 therefore remains closed as the train passes through section BC.

As the train enters the section C-D, the track relay R is de-energized, thereby opening the circuit through its front contact 18 and (le-energizing the slow-releasing relay K Furthermore, the presence of the rear portion of the train in the preceding section BC, maintains the track relay R de-energized and holds slow-releasing relay K open. As a'result of the above described condition.- ing of the several relays, as the train crosses the highway H, the signal S is maintained in operation by current flowing in the circuit previously traced through back contacts 23 and 25 of relays K and P respectively.

By Virtue of the delayed action of the slow-releasing relay K this relay, although (lo-energized as above described, maintains its front contact 36 closed for sufficient time to permit a pick-up circuit to be established therethrough for the stick relay P. This pick-up circuit may be traced from trans- "former G, through wires 7. 27 and 27, back contact 28 of stick relay P wire 29, back contact 30 of slow-releasing relay K wire 31, back contact 32 of track relay R wire 33, back contact 34 of track relay R wire 35. front contact 36 of slow-releasing relay K wire 37, front contact 38 of track relay R wires 39 and 40. winding of stick relay P and wires 41, 42, 42 and 14 back to trans former G. The current in the pick-up circuit just traced energizes the stick relay P and causes it to close its front contact 43, which operation completes a stick circuit from transformer G through wires 7. 44 and 45, back contact 46 of track relay R wire 4?, circuit controller 7, which is normally closed, wire 48, front contact 43 of stick relay P wires 49 and 40, winding of stick relay P and wires 41, 42 and 14 back to transformer G. Relay P is therefore held energized, over the stick circuit just traced, after relay K opens at the conclusion of'its holding interval. The energization of the stick relay P also closes its front contact 50 and energizes relay P over a pick-up circuit which may be traced from transformer G, through wires 7, 51 and 52, front contact 50 of stick relay P wires 53 and 53 winding of stick relay P and wires 54, 42 and 14 back to transformer G.

As soon as the rear end of the train leaves section BC, the track relay R again becomes energized, and closes its front contact 11, thereby re-establishing the circuit through the winding of the slow-releasing relay K and energizing this relay. The encrgization of the relay K opens its back contact 23, thereby discontinuing the operation of the signal S.

As the train enters section D-E it causes the de-energization of the track relay R, which closes a back contact 55. This establi hes a stick circuit for the relay P from the transformer G through wires 7 and 56, back contact 55, wire 57, front contact 58 of stick relay P wires 59 and 53 winding of stick relay P and wires 54, 42 and 14, back to transformer G.

As the rear end of the train passes out of the section C--D, the track relay R again becomes energized and opens its back contact 46, thereby breaking the stick circuit for relay P Relay P remains energized over its stick circuit including its own front contact 58 and back contact of relay R. The energization of the track relay R also closes its front contact 18 and establishes a circuit for the slow-releasing relay K from transformer G, through wires 7 and 60, front contact 61 of stick relay P wires 62 and 17, front contact 18 of track relay R wire 19, winding of slow-releasing relay K wires 20, 15 and 14 back to transformer G. Relay K then picks up to close its front contacts and to open its back contacts.

As soon as the train passes out of section D-E the track relay R again becomes energized and not only opens its back contact 55, thereby opening the stick circuit for the relay P but closes its front contact 16, thereby re-establishing thev normal circuit through the slow releasing relay K The operation of the signaling system for west-bound traflic is substantially the reverse of that hereinbefore described in connection with eastbound trafiic. For example, if a westbound train enters the section D-E from the right, as shown in the drawing, the track relay R is (lo-energized, thereby opening its back contact 16. This causes the deenergization of the slow-releasing relay K and causes it to close its back contact 63. The closing of the back contact 63 of this relay establishes a circuit for signal S from the transformer G, through the wires 7, 21 and 64, front contact 63 of slow-releasing relay K wire 65, back contact 66 of stick relay P wires 26 and 26, operating mechanism of signal S, and wire 14 back to transformer G.

, .Vhen the train enters section CD, the track relay R becomes de-energized and opens its front contact 18 thus causing an additional break in the circuit through the slow-releasing relay K In other respects the circuits remain unchanged while the train occupies this section and the signal S therefore continues to be operated through the circuit hereinbefore traced. As soon as the rearv endofthe train haspassed entirely outof section .D E the track relay R again becomes energized, but. relay K remains deenergized andsignal Scontinuesto operate. When the. train enters section BC.at the highway crossing H the-track relay R? be.- comes de-energized and closes itsbackcontact 32 and opens its front contact 11. The opening of thecontact 11 causes .the de-energization of the slow-releasing relay ,K but, by virtue ofthe slow-releasing characteris tics of this relay it maintains its contacts momentarily in the position they occupied while this relay was energized. Thisestablishesa pick-up circuit for the stick relay P from transformerv through Wires 7 51 and 51", contact 69of stick relay P wire'70, back contact36 of slow-releasing relay K wire 35, back. contact34 of track relayR wire 33, back contact32of track relay R Wire 31, front contact 30 ofslow-actingrelay K wire 73, front. contact 74 of track relay R wires 75 and76, winding of stick. relay P and wires77, a2, 42,42 'and 14: back. to secondary 6. V p

The energization of the relay Pby the pick-up circuit just traced. causes it to close its front contact 78, thereby establishing a stick circuit for this relayfrom secondary (ithrough Wires 7, Hand 79, back contact of track relay R wire 81, front contact 78 of stick relay'P wires 83 and 76, winding of relay P and wires 77,42 42, 42 back to transformer G. f At the expiration of a short interval .of time the ,de-energized slow-releasing relay K 'permits its front contact .30 to open, thereby opening the pick-up circuit through the stick relay P. This relay is howe ver, maintained energized by the stick circuit just traced through itsfront C ntact 78. r The energization of the stick relay P as above described, also closes a front contact84 thereof which establishes a pick-up circuit from the transformer G, through wires 7, 27 and 85, front. contact 84 of stick relay P, wires 86, 86 and 87, winding of stick lay P a d Wires 42, 42', 4.2 and 14 back to transformer The current in this circuit energizes the stick relay P During this time the signal 'S' has been operated over the signal circuit previously traced, which has been maintained intact by the presence of the rear end of the train in the section CD. As soon, however, as the train moves out of the section (I 1), the track. relay R again becomes energized, thereby closing'its front contact 18 and causing the energization of'the 'slow-releasi'ngrelay" K The energization of the relay K opens the signal operating circuit through its back contact 63 and discontinues the operating of thehighway .crossingsignal S.

When the train enters the section A-. B, the stick relay R becomes deenergized and closes aback contact 90 thereof. This establishes'astick circuit for the relay P from. transformer G through Wires 7 and 91, backcontact90 of track relay R wire 92, front contact 88 of stick relayP wires 93, 86 and 87, winding of stick relay P and wires 12, 42, 42, 42a and 14 back to transformer G.v

Asv soon as the rear end of the train leaves the section B(], the relay R again becomes energized,.thereby opening itsback contact.

releasing relay K and wires 13, 13' and 14:-

back to transformer G. The relay K being thus re-energized, opens its back contact 23, therebypreventingthe. signal S from being operated by a circuit that would otherwise be established throughthis. contact by reason of the closing of the back contact 25 of the stickrelay P When the train leaves .the sectionA B the track relay R again becomes energized and opens its backcontact 90, thereby openingthe stick circuit for the relay P The re-energization of the track relay R? also closes its. front contact 9, thereby re'establishing. the normal holding circuit through theslowreleasing relay K The system. is thus returned't o itsnormalcondition.

It will be apparent from the foregoing that the signal S isoperated when relay K v is de-energized, provided relay P is deenergized. But We havefseen that relay 1? is energized by a train moving westward, through. sect-ions AB or BC. It follows therefore that while relay K is de-ener- .gizedfwhile a westbound train occupies section A?B or section B.C, yet underythese conditions the energization of relayP pre? vents operation of the signal S after the train'has passed thev crossing. In similar manner, the energization. of relay P while an eastbound train occupies section.C-D or D.E prevents operation of signal S after the train has passed the crossing even though relay K is de-energizedf My system is also capable of correctly op.- erating the highway signal S for other than through train movements. For example, if an eastbound ,train stops in section DE after having left section C'D, the track re.- lay R first becomes de-energized and estabr lishes through its back contact 55, the stick circuit for the relay P as hereinbefore described. But relay P becamefilecnergi zed when the train passed out ofsfec-tionC-D.

If the train now backs into section CD, the track relay R again becomes energized and opens the stick circuit for relay 1?. at its back contact 55. Since the pick-up circuit for relay P is'now open at front contact 50 of relay P relay P becomes ole-energized. This opens the front contact 61 of the relay P and the circuit therethrough which maintains the slow-releasing relay K energized. The deenergization of the relay K closes its back contact 63 and establishes the circuit through the signal operating mechanism. The entry of the train into section CD, also de-energizes the track relay R thereby opening its front contact 18. This maintains the slow-releasing relay K de-energized and its back contact 63 closed. The circuit through the highway crossing signal S is thereby maintained until the train has backed out of section CD. If the train continues to back, through sections BC and A-B, the stystem will respond in a manner similar to that described in connection with a westbound train.

Conversely, if a westbound train stops in section AB, and then backs into section B-C, the relay R becomes de-energized and opens its front contact 11 and causes the deenergization of the slow-releasing relay K The de-energization of this relay will in turn cause the back contact 23 thereof to close and establish an operating circuit for the highway signal S.

In addition to the foregoing, my system also includes circuits for controlling the operation of the highway crossing signal S in accordance with the movement of trains from the spur tracks Y and Y into the main track. For example, if the switch F is reversed, inorder to permit a train to move into the main track from the spur Y, the operation of the switch mechanism closes the circuit controller 7 which is normally open. This closes a circuit from transformer G through wires 7, 21 and 95, front contact 96 of slow-releasing relay K wire 97, circuit controller f wires 98.and 87, winding of 7 stick relay P and wires 42, 42*, 42, 42 and 14 back to transformer G. The current in the circuit just traced energizes the stick relay P and causes it to close its front contact 89 and establish a circuit for slow-releasing relay K from the transformer Gr, through wire 7, front contact 89 of stick relay P wires 94 and 10, front contact 11 of track relay R wire 12, winding of slow-releasing relay K and wires 13, 13 and 14 back to transformer G. The current in this circuit energizes the slow-releasing relay K jointly with that flowing in the circuit through the front contact 9 of track relay R which maintains this relay energized under normal conditions.

If the train enters the section AB from the spur Y it de-energizes the track relay R causing it to open its front contact 9. This will not, however, cause the de-energization of the slow-releasing relay K as it normally would for an eastbound through train, for the reason that the current is shunted through the contact 89 of the stick relay P and around the contact 9 of track relay R As a result, the slow-releasing relay K re mains energized and maintains the signal circuit through its back contact 23 open. The object of this particular construction is to prevent'the crossing signal S from operating for a slow moving train that is relatively remote from the highway crossing. This not only conserves electrical energy but avoids delaying highway traffic unduly at the crossmg.

However, as soon as the train moves into the section BC, the track relay R becomes de energized and opens its front contact 11, thereby causing the de-energization of the slow-releasing relay K At the expiration of a predetermined interval of time this relay permits its back contacts 23 to close, thereby completing a circuit through the operiting mechanism of the crossing signal I will now assume that an eastbound train has passed the switch F but is still in the section CD, and that the switch is reversed to admit a westbound train to the main track from the spur or siding Y When this happens, the circuit controller i, which is normally closed, is automatically opened. This opens the stick circuit through the stick relay P previously described, and causes it to open its front contact 43. This also causes its back contact 66 to close and complete the circuit through the signal operating mechanism so as to give warning at the crossing of the approach of the westbound train. Were it not for this automatic opening of the stick circuit for the relay P by the circuit controller f it might happen that the westbound train would enter section CD before the eastbound train had left this section, and under these conditions relay P would remain energized. This would prevent the signal S from being operated for the westbound train.

From the foregoing it will be apparent that I have provided a very simple and flexible signaling system that will permit of numerous shifting movements of trains and combinations of train movements in the vicinity of a highway crossing and by means of which a signal is operated at such crossing when necessary with a minimum expenditure of electrical energy and traflic delay at the crossing. It will also be apparent that I have provided a system that may be superimposed on or employed in conjunction with any type of signaling to accommodate local conditions, without necessitating any alterations therein or impairing the operation of either.

Although I have herein shown and described only one form of signaling apparatus embodying my invention, it is understood that various' changes and modifications may be made therein within the scope of the ap-. pended. claimswithout departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is: 1

1. In combination, a plurality of sections of railway track, a track relay for each of said sections, a slow-releasing relay associated with each of said track relays and each having an energizing circuit which includes a contact of the associated track relay, a stick relay controlled byeach of said slow-releasing relays and by the associated track relay, and a signal controlled jointly by said slow-releasing relays and said stick relays. V

2. In combination, two adjacent sections of railway track, a track relay for each of said sections, a slow-releasing-relay controlled by each ofsaid track relays and energized when and only when its associated track relay is energized, a stick relay-associated with each ofsaid slow-releasing relays, a pick-up circuit for each'of said stick relays controlled by the associated slow-releasing relay, a stick circuit for each of said stick relays controlled by the associatedtrack relay, a signal, and an operating circuit for'said signal controlled jointly'by said slow-releasing relays and by said stick relays.

3. In combination, a section of railway track, a track relay for said section, a slowreleasing relay associated with said track relay and having an energizing circuit which includes a front contact of said track relay, a stick relay associated with said, slow releasing relay, a pick-up circuit for said stick relay controlled jointly by said track relay and by said sloW-releasing relay, a stick circuit for said stick relay controlled by said track relay,a highway crossing signal located adjacent to said track, and a control circuit 'for said signal controlled-jointly by said slow-releasing relay and by said stick relay.

4. In combination two adjacent sections of railway track, a track relay for each said section, a slow-releasing relay for each said section controlled by the associated track relay, a stick relay for each section, a pick-up circuit for each said stick relay. controlled by a back contact of each said track relay and by a front contactof the corresponding slow- =releasing relay, astick circuit for each said stick relay controlled by a back contact of the associatedtrack relay, a'highway crossing signal located adjacent the junction of said two track sections, and two operating circuits for'said signal each including a back contact of one said slow-releasing relay and a back contact of the associated stick relay.

5. In combination, two adjacent sections of railway track, two track relays one for each relays one foreach said section; a pick-up circuit for each said stick relay including a front contact of the associated slow-releasing relay, back :contacts of both said track relays, and back contacts of the slow-releasing relay and the stick relayfor the other section; a stick circuit for each said stick relay including its own front contact and a back contact of the associated track relay, a highway crossing signal adjacent the junction of said sections, a circuit for said signal including a back contact of one slow-releasing relay and a back contact of the associated stick relay, and a second circuit for said signal including a back contact of the other said slowreleasing relay and a back contact of the other said stick relay.

6. In combination, three sections of rail way track, a track switch in said first section, three stick relays, one for each section, means controlled by said switch and by a second of said stick relays as well as by traffic conditions in a first and a second of said sections for controlling a first of said stick relays,

means controlled by traific conditions in each of said sections for controlling said second stick relay, means controlled by trailic conditions in each of said sections for controlling a third of said stick relays, and a highway crossing signal controlled by said second and third stick relays and by traflic conditions in said second and a third of said sections.

7. In combination, three sections ofrailway track, a track switch in a second of said sections, three stick relays, meanscontrolled by said switch and by a second ofsaid stick relays as well as by traific conditionsin a second of said sections for controlling a first of saidstick relays ,means controlled-by trailic conditions in each of'said sections for controllinga second of said stick relays, means controlled by traffic conditions in each of said 'ditions in a first of said sections for controlling a first of said stick'relays, means controlled by said switch and by trafiic conditions in each ofsaid sections for controlling a second of said stick relays, means controlled by traflic conditions in each of said sections for controlling said second stick relay, means controlled by trafic conditions in each of said sections for controlling a third of said stick relays, and a highway crossing signal controlled by saidsecond and third stickrelays and by traffic'conditions in said second and a third of said sections.

. 9. In combination, two adjacent sections of railway track, a track relay for each said section, a highway intersecting said track, a highway crossing signal located adjacent said intersection, a first slow-releasing relay associated with one said track relay and having an energizing circuit which includes a contact of said track relay, a second slowreleasing relay associated with the other said track relay and having an energizing circuit which includes a contact of said other track relay, a first stick relay having a pick-up circuit and a stick circuit controlled by one said track relay, a second stick relay having a pick-up circuit and a stick circuit controlled by the other said track relay, a first circuit controlled by said first slow-releasing relay and by said first stick relay for energizing said signal when a train moving in one direction approaches sa intersection and a second cir cuit controlled by said slow-releasing relay and by said second stick relay for energizing said signal when a train moving in the opposite direction approaches said intersection.

10. In combination, three sections of railway track, a slow-releasing relay, three stick relays one for each said section, a circuit for said slow-releasing relay controlled by tratlic conditions in a first and a second of said sections, a second circuit for said slow-releasing relay controlled by a first of said stick relays and by traffic conditions in said second section, a track switch in said first section having a contact which is closed when said switch is in a reverse position, a pick-up circuit for a first of said stick relays controlled by said switch contact and by said slow-releasing relay, a second pick-up circuit for said first stick relay controlled by a second of said stick relays, a stick circuit for said first stick relay controlled by trafiic conditions in said first section, a pick-up circuit for said second stick relay controlled by traflic conditions in each of said sections, a stick circuit for said second stick relay controlled by trafiic conditions in said second section, a'pick-up'circuit for a third of said stick relays controlled by traffie conditions in each of said sections, a stick circuit for said third stick relay controlled by traffic conditions in a third of said sections, a second slow-releasing relay controlled by trafiic conditions in said third section, and a highway crossing signal controlled by both said slow-relasing relays and by said secend and third stick relays.

11. In combination, three sections of railway track, a track SWll/Ch in said first section, a contact device controlled by said switch and closed when said switch is in its reverse position, three track relays for said sections, a slow releasing relay, three stick relays, a circuit for said slow-releasing relay controlled by a first of said track relays and by a second of said track relays, a second circuit for said slow-releasing relay controlled by a first of said stick relays and by said second track relay, a second slow-relcasing relay controlled by a third of said track relays, a pick-up circuit for said first stick relay including said switch contact and a front contact of said first slow-releasing relay, a second pick-up circuit for said first stick relay controlled by a second of said stick relays, a stick circuit for said first stick relay controlled by said first track relay, a pick-up circuit for said second stick relay controlled by each of said track relays as well as by each of said slow-releasing relays and by a third of said stick relay a stick circuit for said second stick relay controlled by by said second track relay, a pick-up circuit for said third stick relay controlled by each of said track relays as well as by each of said slowreleasing relays and by said second stick relay, a stick circuit for said third stick relay controlled by said third track relay, a highway crossing signal, an operating circuit for said signal controlled by said second stick relay and said second slow-releasing relay and a second operating circuit for said signal controlled by said third stick relay and said second slow-releasing relay.

12. In combination, three sections of railway track, a slow-releasing relay, three stick relays, a circuit for said slow-releasing relay controlled by trafiic conditions in a first and a second of said sections, a second circuit for said slow-releasing relay controlled by a first of said stick relays and by traffic conditions in said second section, a track switch in said second section having a contact device which is closed when said switch is in its normal position, a pickup circuit for said first stick relay controlled by a second of said stick relays, a stick circuit for said first stick relay controlled by traffic conditions in said first section, a pick-up circuit for said second stick relay controlled by trafiic conditions in each of said sections, a stick circuit for said second stick relay controlled by trafiic conditions in said second section and said contact device, a pick-up circuit for a third of said stick relays controlled by trafiic conditions in each of said sections, a stick circuit for said third stick relay controlled by trafiic conditions in a third of said sections, a second slowreleasing relay controlled by trafiic conditions in a third of said sections, and a highway crossing signal controlled by said slow-releasing relays and by said second and a third 01": said stick relays.

13. In combination, three sections of railway track, a track switch in a second of said sections, a contact device controlled by said switch and closed when said switch is in its normal position, three track relays for said sections, a slow-releasing relay, three stick relays, a circuit for said slow-releasing relay controlled by a first and by a second of said track relays, a second circuit for said slowreleasing relay controlled by a first of said stick relays and by said second track relay, a second slow-releasing relay controlled by a third of said track relays, a pick-up circuit for said first stick relay controlled by a sec- 0nd of said stick relays, a stick circuit for said first stick relay controlled by said first track relay, a pick-up circuit for said second stick relay controlled by .each of said track relays as Well as by each of said sloW-re- I leasing relays and by a third of said stick relays, a stick circuit for said second stick relay controlled by said second track relay and by said switch contact, a pick-up circuit for said third stick relay controlled by each of said track relays as Well as by each of said slow-releasing relays and by said second stick relay, a stick circuit for said third stick relay controlled by a third of said track relays, a hi hway crossing signal, an operating circuit for said signal controlled by said second stick relay and said second slow-releasing relay,

and a second operating circuit for said s1g-' nal controlled by said third stick relay and said second slow-releasing relay.

In testimony whereof I affix my signature.

DANIEL W. RICHARDS. 

